Following a brief outing last time in which I took my crew up to Horse Sands Fort at speed. The second May bank holiday has just past and so it was on the Sunday my skipper and crew complete with provisions arrived.
Two new pulleys have arrived and have been fitted to the D rings that have the safety line attached. They both have some elastic looping over the top safety wire to stop them bashing the deck. They have been added as it sounds as though I'm soon going to have a new sail, a G2 Genakker complete with a snuffler. This will be my down wind sail and be able to be de-powered by pulling a huge 'sock' over it by one of the crew, whilst the other remains on the helm.
With the conversation about it deminishing, I was prepared and the lines slipped. There were a vast number of yacht out in the Solent, racing, cruising or just visiting. My nose was tipped to the east and once clear, the main was hoisted shortly followed by the jib. With the tide and on a broad reach I soon hit 8.0 knots. Within an hour I was at the Forts again but this time continued east, in fact we reached the entrance to Chichester harbour but time was against us as high tide was fast approaching. My skipper was unhappy of the possibility that I could find myself not only punching the ebbing tide out of the channel but with the wind around 15 knots, making manoeuvring difficult when finding a visitors buoy amongst other yachts on their swinging moorings.
I bore round and headed back west. My skipper kept a careful eye a stern on a small container vessel that was entering the main shipping channel. In fact he tact over to show clearly that not only had we seen him but was keeping out of his way. This new bearing took me towards the Wight Link ferry from Wotton Creek or Fishbourne as its otherwise known. After a few minutes I was tact again back on the original bearing, again showing the ferry awareness. This new bearing brought me close to the freighter once more, but by know the pilot was aware of what my skipper was doing and a visual check out of the bridge side window and an acknowledgement wave, proved the point as soon as he'd passed I went across his stern, as the previous bearing was compromising me with wind angle. The crew on board the freighter clearly found this amusing as camera's came out and they stood at the stern taking photo's of me. Travelling at around 7.0 knots, I headed up the main channel until Osborne House was on my port side, then I turned and headed across towards the bay. This had me crossing in front of a cruise liner, but my skipper had judged this one to perfection and I was leaving the channel on the other side we before the liner was upon us.
Rounding up in to the wind the main de-powered and the engine was on. With sails down I was taken further east of the Bay than usual and anchored.
With 20m of chain out and the wind building, my crew retired for the evening. At around 0230 my anchor alarm sounded and my skipper was soon at the GPS to see what was happening. Simple really the setting of 30.0m radius on the alarm was just not enough, being 14m, the combination of chain and the location of my GPS antenna took me 4.0m beyond the range and so the alarm kicked in. I was surprised at how quickly the skipper had realised this in the middle of the night and he reset the distance. Mind you he does lie there listening to all my noises and reacts accordingly or not.
In the morning the Solent was flat calm and the skipper emerged after breakfast and stripped down my starboard side Harkenen 46 winch, that was stiff, this usually takes the jib sheet. Once done and re-assembled I was back on my way to my pontoon.
Monday, 25 May 2015
Monday, 11 May 2015
May Bank Holiday I
Well it wasn't the usual bank holiday weather that stopped me from going anywhere, but the family members of the crew, who complete with little one, wasn't going to go anywhere near the waters edge let alone out with me.
The weather was, as expected, not very good, but my skipper came on board to check things over and carry on with some work. This was a bit limited, but the sticky substance left behind by last years Round the Island Race sponsor has finally been removed from the port side. The side that was moored against the pontoon. It was a case of easing out my stern and pulling in my nose, so that he could reach. In fact once he'd removed it all, he then set about rubbing down the dent that the anchor had put in my nose, when I was borrowed by his friend many years ago when I lived in Scotland !
Talk about taking your time to get round to things ! Still the dent, about the size of a 50p piece, was filled when I was out of the water around Christmas time. He set to, with wet & dry paper and rubbed it down and sprayed over, rubbing most of it off before applying the next. He did this several times before leaving it for another day. This is how he repaired my damage from Poly Agatha and filled the holes where the Marlec once was. So it will soon be back as new.
The ammeter is working properly, there was a decent amount of wind and it was showing a charge. Batteries were at 100%, with the volts at 13.1 dropping to 12.7v when he put on all the nav., equipment, VHF and stereo to discharge them.
Friction is the biggest absorber of energy and so the deck tidy on the starboard side that passes many of the halyards from the base of the mast to the guys at the back, will be the next item to have attention. Its removal to remove the salt crystals from within effecting the bearings over time until, it seizes the wheels. A simple form of maintenance is to wash down with fresh water after every trip, but being on a remote pontoon this is not always practical and sometimes seen as not necessary. However, it is almost seized and was to be removed, immersed in water back on land and stripped down. One of the Alen headed bolts has got very tight and previous attempts to drill and extract failed. I am sure this will soon be resolved.
Following this Sundays (10th) run out it would appear that the deck tidy is not the only thing causing friction. My rear winch, the smaller 45 has stiffened up over the winter period, So that'll be another job to do, have all four apart and re-grease.
Sundays sail was cracking and I think the crew are back in the groove. The first reef was set prior to me leaving the pontoon, which required adjustment once the sail was hoisted. I was taken east for a change, but that's due to the tide. The wind was southerly and about 8 knots gusting 12, and so my sails were set for a broad reach, we drew level with a smaller yacht. That's always a challange for my crew and so with sails trimmed I started pulling away.
The crew were puzzled as to why I was sailing at 7 - 8.5 knots of boat speed and thought my wind instruments were giving false readings. So the skipper got details from both weather stations at the Bramble Bank and that off of the Chichester entrance, no my instruments were fine. In fact as we caught and passed other yachts, it soon became apparent how quick I can be. The sun struggled to make any real impression on the temperature and as we passed Ryde for the first time jumpers and jackets came out of the wardrobes.
As we drew alongside Horse Sands Fort, the marker for outer likits of the WWII anti-submarine barrier on the mainland side, the depth gauge showed that just 2.0m remained beneath my keel. Allowing one of the Brittany Ferry fleet to pass as it made its way in to Portsmouth, the skipper tacked out into deeper water and headed due south. Once level with No Mans Land Fort he tacked again allowing plenty of sea room for the approaching car carrier and ran me close to Ryde Sands heading west out of the way. With a course set for Osborne Bay, the sails were re-trimmed and again speed over the ground was 6 - 6.5 knots, with 1 - 1.5 knots of tide against me. East Solent was bustling with races apparently being held everywhere. So much so that the decision not to stop for lunch in Osborne due to the number of boats in there was made, although the fact that I was catching two more yachts may have had something to do with it. Once they had been dealt with, I was brought in to wind and my sails dropped.
Once back on my pontoon, the crew had lunch and packed me away. It may have only been four hours but it was packed to the brim with speed.
The weather was, as expected, not very good, but my skipper came on board to check things over and carry on with some work. This was a bit limited, but the sticky substance left behind by last years Round the Island Race sponsor has finally been removed from the port side. The side that was moored against the pontoon. It was a case of easing out my stern and pulling in my nose, so that he could reach. In fact once he'd removed it all, he then set about rubbing down the dent that the anchor had put in my nose, when I was borrowed by his friend many years ago when I lived in Scotland !
Talk about taking your time to get round to things ! Still the dent, about the size of a 50p piece, was filled when I was out of the water around Christmas time. He set to, with wet & dry paper and rubbed it down and sprayed over, rubbing most of it off before applying the next. He did this several times before leaving it for another day. This is how he repaired my damage from Poly Agatha and filled the holes where the Marlec once was. So it will soon be back as new.
The ammeter is working properly, there was a decent amount of wind and it was showing a charge. Batteries were at 100%, with the volts at 13.1 dropping to 12.7v when he put on all the nav., equipment, VHF and stereo to discharge them.
Friction is the biggest absorber of energy and so the deck tidy on the starboard side that passes many of the halyards from the base of the mast to the guys at the back, will be the next item to have attention. Its removal to remove the salt crystals from within effecting the bearings over time until, it seizes the wheels. A simple form of maintenance is to wash down with fresh water after every trip, but being on a remote pontoon this is not always practical and sometimes seen as not necessary. However, it is almost seized and was to be removed, immersed in water back on land and stripped down. One of the Alen headed bolts has got very tight and previous attempts to drill and extract failed. I am sure this will soon be resolved.
Following this Sundays (10th) run out it would appear that the deck tidy is not the only thing causing friction. My rear winch, the smaller 45 has stiffened up over the winter period, So that'll be another job to do, have all four apart and re-grease.
Sundays sail was cracking and I think the crew are back in the groove. The first reef was set prior to me leaving the pontoon, which required adjustment once the sail was hoisted. I was taken east for a change, but that's due to the tide. The wind was southerly and about 8 knots gusting 12, and so my sails were set for a broad reach, we drew level with a smaller yacht. That's always a challange for my crew and so with sails trimmed I started pulling away.
The crew were puzzled as to why I was sailing at 7 - 8.5 knots of boat speed and thought my wind instruments were giving false readings. So the skipper got details from both weather stations at the Bramble Bank and that off of the Chichester entrance, no my instruments were fine. In fact as we caught and passed other yachts, it soon became apparent how quick I can be. The sun struggled to make any real impression on the temperature and as we passed Ryde for the first time jumpers and jackets came out of the wardrobes.
As we drew alongside Horse Sands Fort, the marker for outer likits of the WWII anti-submarine barrier on the mainland side, the depth gauge showed that just 2.0m remained beneath my keel. Allowing one of the Brittany Ferry fleet to pass as it made its way in to Portsmouth, the skipper tacked out into deeper water and headed due south. Once level with No Mans Land Fort he tacked again allowing plenty of sea room for the approaching car carrier and ran me close to Ryde Sands heading west out of the way. With a course set for Osborne Bay, the sails were re-trimmed and again speed over the ground was 6 - 6.5 knots, with 1 - 1.5 knots of tide against me. East Solent was bustling with races apparently being held everywhere. So much so that the decision not to stop for lunch in Osborne due to the number of boats in there was made, although the fact that I was catching two more yachts may have had something to do with it. Once they had been dealt with, I was brought in to wind and my sails dropped.
Once back on my pontoon, the crew had lunch and packed me away. It may have only been four hours but it was packed to the brim with speed.
Thursday, 23 April 2015
Easter and Beyond
My skipper has been back and forth most weekends and some evenings too. The repairs to my hull top sides where the anchor of Poly Agatha dug in and also where the Marlec wind generator was originally located, prior to the accident is looking really good.
The scar and the four holes have all been filled rubbed down and re-filled; topped up with a Gel-coat resin; rubbed down again then sprayed several times rubbed back each time before a final coat or two of clear lacquer. It virtually impossible to see that anything happened. Just the end piece of teak decking to drill and fit, but that will need the pullpit railing to be removed.
The additional layer of loaded copper in the Copper Coat, is colouring up nicely with absolutely no sign of weed, even with this sunny weather.
The ammeter stint has been re-wired and adjusted again and now gives far more accurate readings, which were giving some concern to my skipper following his initial installation. With all the navigational equipment, fridge and internal lights on there's a discharge rate of 12.6amps. Likewise with the engine running there's an immediate charge rate of 35amps which reduces probably due to the fact that the batteries are kept fully charged most of the time by the Marlec. I know he wants to move the stint to another location to minimise and reduce the lengths of wires running about. One thing that's not showing is the rate at which the Marlec charges, but this is shown on the Marlecs own regulator at the nav table. I'm sure he'll work that out too soon.
So Good Friday and I had been prepared to go to sea, the destination was for St Vaast. This was due to an offshore race heading to Cherbourg at the head of the peninsular, St Vaast is to the east and abut another hour further on. The issue with St Vaast is that it has a lock which opens 2 hours either side of high water. This meant that we ought to be in the Solent for 0600, so that I could catch the tide round the point and arrive a few hours before HW. The forecast was not looking that great for both Friday & Saturday with the wind dissappearing for Sunday & Monday. It wasn't till Saturday morning that the crew turned up with the last of the food, but there was a chill in the air and the wind fairly breezey. Following a long discussion the decision to head for Weymouth had also been cancelled and so they ate on board before the skipper dropped the crew off and carried on with my hull topside repairs. Will I ever get out ?
Sunday dawned a beautiful day and finally my lines were slipped and we headed out. With very little in the way of wind, the main was hoisted and set, more to dry it out then use it to attempt to sail. With the engine on tick over we headed west. Clouds started to form both south and north of me and so the layers of clothing started to be added to my occupents. Rain could be seen to be falling in the distance and sure enough by the time we were nearing Yarmouth, the wind picked up and so the engine was off. I was sailing at last and on main only.
It wasn't long before the tide that was rushing out of the Solent had us out past Hurst Castle and so I was prepared for our usual anchorage. With the Webasto still not working as it should, it was to be a cold night in the cabins. However with the sides lined with pillows and a second duvet covering their legs they remained toasty. My skipper, who should have had one of his best nights sleep, was woken by the very few noises I made. With no wind the sea was flat calm, but the odd wave came in and the squeak of my boom as it rolled gently to one side was enough to remind my skipper that there was still some maintenance of the bearings to do. Likewise with the build up of condensation in the cabin dripping on his head, also was a poinient reminder to get the Webasto to work. At 0500 the Needless lighthouse fog horn sounded, a consequence of a warm front rolling in over the cold surface of the sea.
After breakfast the fog had gone and I was on my way back, picking up the last few hours of the flood tide, this time without the main, just on tickover. With the crew run ashore my skipper remained to put me to bed once more.
A few weeks later and I had two more crew on board, one was only 6 years old, but my skipper had chosen the right day for someone so young to go out for her first time. We left the pontoon as usual but my bow thruster refused to raise, so the skipper shut down the engine and fired it back up, this cured the issue and up it came. Once out the main was raised and we headed towards Lee-on-Solent, with the wind increasing slightly to 6 knots, the newly laundered jib was unfurlled. With engine off I also was doing 6.0 knots.
With a small freighter heading for the North Channel, with what looked like a collision course I was tacked over just as we reached Universal Marina Buoy and headed for Ryde Middle buoy once over the bank I was gybed over and headed downwind, to Osborne Bay where we stopped and had lunch. With everything packed away, the little one helmed me back to the Medina, where the skipper took over. He took me past the aera where a change in currents have been brought about within the Fairway of the River due to the new breakwater construction.
I look forward to my next venture.
The scar and the four holes have all been filled rubbed down and re-filled; topped up with a Gel-coat resin; rubbed down again then sprayed several times rubbed back each time before a final coat or two of clear lacquer. It virtually impossible to see that anything happened. Just the end piece of teak decking to drill and fit, but that will need the pullpit railing to be removed.
The additional layer of loaded copper in the Copper Coat, is colouring up nicely with absolutely no sign of weed, even with this sunny weather.
The ammeter stint has been re-wired and adjusted again and now gives far more accurate readings, which were giving some concern to my skipper following his initial installation. With all the navigational equipment, fridge and internal lights on there's a discharge rate of 12.6amps. Likewise with the engine running there's an immediate charge rate of 35amps which reduces probably due to the fact that the batteries are kept fully charged most of the time by the Marlec. I know he wants to move the stint to another location to minimise and reduce the lengths of wires running about. One thing that's not showing is the rate at which the Marlec charges, but this is shown on the Marlecs own regulator at the nav table. I'm sure he'll work that out too soon.
So Good Friday and I had been prepared to go to sea, the destination was for St Vaast. This was due to an offshore race heading to Cherbourg at the head of the peninsular, St Vaast is to the east and abut another hour further on. The issue with St Vaast is that it has a lock which opens 2 hours either side of high water. This meant that we ought to be in the Solent for 0600, so that I could catch the tide round the point and arrive a few hours before HW. The forecast was not looking that great for both Friday & Saturday with the wind dissappearing for Sunday & Monday. It wasn't till Saturday morning that the crew turned up with the last of the food, but there was a chill in the air and the wind fairly breezey. Following a long discussion the decision to head for Weymouth had also been cancelled and so they ate on board before the skipper dropped the crew off and carried on with my hull topside repairs. Will I ever get out ?
Sunday dawned a beautiful day and finally my lines were slipped and we headed out. With very little in the way of wind, the main was hoisted and set, more to dry it out then use it to attempt to sail. With the engine on tick over we headed west. Clouds started to form both south and north of me and so the layers of clothing started to be added to my occupents. Rain could be seen to be falling in the distance and sure enough by the time we were nearing Yarmouth, the wind picked up and so the engine was off. I was sailing at last and on main only.
It wasn't long before the tide that was rushing out of the Solent had us out past Hurst Castle and so I was prepared for our usual anchorage. With the Webasto still not working as it should, it was to be a cold night in the cabins. However with the sides lined with pillows and a second duvet covering their legs they remained toasty. My skipper, who should have had one of his best nights sleep, was woken by the very few noises I made. With no wind the sea was flat calm, but the odd wave came in and the squeak of my boom as it rolled gently to one side was enough to remind my skipper that there was still some maintenance of the bearings to do. Likewise with the build up of condensation in the cabin dripping on his head, also was a poinient reminder to get the Webasto to work. At 0500 the Needless lighthouse fog horn sounded, a consequence of a warm front rolling in over the cold surface of the sea.
After breakfast the fog had gone and I was on my way back, picking up the last few hours of the flood tide, this time without the main, just on tickover. With the crew run ashore my skipper remained to put me to bed once more.
A few weeks later and I had two more crew on board, one was only 6 years old, but my skipper had chosen the right day for someone so young to go out for her first time. We left the pontoon as usual but my bow thruster refused to raise, so the skipper shut down the engine and fired it back up, this cured the issue and up it came. Once out the main was raised and we headed towards Lee-on-Solent, with the wind increasing slightly to 6 knots, the newly laundered jib was unfurlled. With engine off I also was doing 6.0 knots.
With a small freighter heading for the North Channel, with what looked like a collision course I was tacked over just as we reached Universal Marina Buoy and headed for Ryde Middle buoy once over the bank I was gybed over and headed downwind, to Osborne Bay where we stopped and had lunch. With everything packed away, the little one helmed me back to the Medina, where the skipper took over. He took me past the aera where a change in currents have been brought about within the Fairway of the River due to the new breakwater construction.
I look forward to my next venture.
Monday, 20 April 2015
Shakedown
Apparently it was the first public holiday since Christmas and as always I know somethings about to happen when provisions start arriving.
I now understand that on the Friday, I was to be taken to St Vaast, a place I've not been to before, but that the trip had to be timed just so. Now St Vaast is on the eastern side of the Cherbourg peninsular and I've battled for many an hour against the tides crossing, so I understand the need to arrive when the flood tide is spilling south around the corner of this bay. The port itself is protected by a lock which opens 2 hrs before high tide and closes 3 hours after, retaining just enough water to keep me off the bottom, just.
A late or early arrival means anchoring off the coast line, which depending on the prevailing winds may or may not be pleasant, so I've heard.
However, friday dawned cold and dark, and with the winds predicted to be strong, my crew opted to leave this one for another day.
Saturday broke much brighter and the winds had eased but still from the east bringing a bitter chill to the proceedings. My crew arrived with more provisions and prepared my lines. Soup was called for rather than to cast off and so the changed plan to Weymouth, also took a knock. Finaly on the Sunday, my lines were slipped and we headed out in to the Solent once more. There's a new breakwater being built, I remember seeing something whilst in the yacht marina, but now there it was sticking out of the water like a whale's back.
Now today there was little in the way of any wind, but the main was hoisted, more to dry out after the long winter spell in its bag. I was left in tick over and we headed west. So far so good, the autopilot engaged, no squealling from the fan belt, wind instruments working, log working, it all felt good. To both the south and north of us, clouds started to form, cutting out the sun. Eventually beads of rain could be seen falling, this brought with it wind and the cold, so jumpers, jackets and even gloves were brought out from their hiding places and the engine turned off. I was actually sailing for the first time this year, main only and with the tide pushing 8 knots.
As we were passing Yarmouth being pushed faster as the Solent ends, Hurst narrows takes over and finally past the shingles bank. Except we didn't and headed to our usual spot in Totland Bay. The windlass worked too !
As the night was clear the temperature dropped, as did what little wind there was. The Bay was flat calm. I was woken at 0500 by the sounds of the Needles light house fog horn, sounded twice every two minutes. Sure enough I couldn't see further than a boat length away.
I now understand that on the Friday, I was to be taken to St Vaast, a place I've not been to before, but that the trip had to be timed just so. Now St Vaast is on the eastern side of the Cherbourg peninsular and I've battled for many an hour against the tides crossing, so I understand the need to arrive when the flood tide is spilling south around the corner of this bay. The port itself is protected by a lock which opens 2 hrs before high tide and closes 3 hours after, retaining just enough water to keep me off the bottom, just.
A late or early arrival means anchoring off the coast line, which depending on the prevailing winds may or may not be pleasant, so I've heard.
However, friday dawned cold and dark, and with the winds predicted to be strong, my crew opted to leave this one for another day.
Saturday broke much brighter and the winds had eased but still from the east bringing a bitter chill to the proceedings. My crew arrived with more provisions and prepared my lines. Soup was called for rather than to cast off and so the changed plan to Weymouth, also took a knock. Finaly on the Sunday, my lines were slipped and we headed out in to the Solent once more. There's a new breakwater being built, I remember seeing something whilst in the yacht marina, but now there it was sticking out of the water like a whale's back.
Now today there was little in the way of any wind, but the main was hoisted, more to dry out after the long winter spell in its bag. I was left in tick over and we headed west. So far so good, the autopilot engaged, no squealling from the fan belt, wind instruments working, log working, it all felt good. To both the south and north of us, clouds started to form, cutting out the sun. Eventually beads of rain could be seen falling, this brought with it wind and the cold, so jumpers, jackets and even gloves were brought out from their hiding places and the engine turned off. I was actually sailing for the first time this year, main only and with the tide pushing 8 knots.
As we were passing Yarmouth being pushed faster as the Solent ends, Hurst narrows takes over and finally past the shingles bank. Except we didn't and headed to our usual spot in Totland Bay. The windlass worked too !
As the night was clear the temperature dropped, as did what little wind there was. The Bay was flat calm. I was woken at 0500 by the sounds of the Needles light house fog horn, sounded twice every two minutes. Sure enough I couldn't see further than a boat length away.
Tuesday, 31 March 2015
New Season
Having been moved back to my pontoon where I joined my old friend Polly Agatha, plus another small yacht who I've not seen before. My skipper has been back and forth over the last couple of weekends cleaning the decks and white work. He arrived last Sunday and hoisted out of the dinghy the laundered jib, laid it out on my foredeck and working fore and aft hoisted it back up the forestay. After making sure it was tight at the leach, furled it in.
This time last year, I had no main sail and so if you remember I took my crew and get up with the ebb tide to Totland bay for the night and back with the following days flood. Hopefully this year, weather permitting, we'll venture further afield as I'm all ready to go. The bump stops at the ends of the self tacking track rod ends, was a job that was to be done whilst I was out, is the only thing that needs to be sorted before I'm let loose.
Since being back in the water, the remaining scar on my hull where I had a coming together with Polly, plus where holes were drilled for the foot of Marley the wind generator, have all but gone. Skip have rubbed them down with wet wet & dry, sprayed them and rubbed some more. The result is that you'll soon not know where the repairs have taken place.
The electric fan and variable rheostat switch have gone oon shore, so am sure there's something a foot to have those fitted, enabling the hot air from the diesel fired Webasto heater to be drawn through to the master cabin. This has never really happened for one of two reasons. Firstly, the fan on the Webasto heater is not powerfull enough to get the hot air 40' away, even when closing the other vents. Secondly a combination of the fan not man enough to get the heat away quickly from the overheat sensor, together with the cross sectional area of the ducting being to small. Apparently bit like a water hose the smaller the diameter the higher the pressure you need to get it to the end, or something like that. So not only will the fitting of a fan draw the hot air away from the unit but it will get it to the front as well. Why has nobody else thought of it !
The battery amp & volt meter is likely to have the engine battery wired to it. The unit is currently set up for the main bank only although the system was manufactured for two banks. Other changes to the wiring is also being considered to ensure accurate readings.
With the wind instruments working, autopilot working I could be starting a season at 100%, just need that shake down sail to see if that's the case !
.
This time last year, I had no main sail and so if you remember I took my crew and get up with the ebb tide to Totland bay for the night and back with the following days flood. Hopefully this year, weather permitting, we'll venture further afield as I'm all ready to go. The bump stops at the ends of the self tacking track rod ends, was a job that was to be done whilst I was out, is the only thing that needs to be sorted before I'm let loose.
Since being back in the water, the remaining scar on my hull where I had a coming together with Polly, plus where holes were drilled for the foot of Marley the wind generator, have all but gone. Skip have rubbed them down with wet wet & dry, sprayed them and rubbed some more. The result is that you'll soon not know where the repairs have taken place.
The electric fan and variable rheostat switch have gone oon shore, so am sure there's something a foot to have those fitted, enabling the hot air from the diesel fired Webasto heater to be drawn through to the master cabin. This has never really happened for one of two reasons. Firstly, the fan on the Webasto heater is not powerfull enough to get the hot air 40' away, even when closing the other vents. Secondly a combination of the fan not man enough to get the heat away quickly from the overheat sensor, together with the cross sectional area of the ducting being to small. Apparently bit like a water hose the smaller the diameter the higher the pressure you need to get it to the end, or something like that. So not only will the fitting of a fan draw the hot air away from the unit but it will get it to the front as well. Why has nobody else thought of it !
The battery amp & volt meter is likely to have the engine battery wired to it. The unit is currently set up for the main bank only although the system was manufactured for two banks. Other changes to the wiring is also being considered to ensure accurate readings.
With the wind instruments working, autopilot working I could be starting a season at 100%, just need that shake down sail to see if that's the case !
.
Monday, 15 December 2014
Winter Maintenance
Part I
So now I know why I'm here in the Yacht Haven, a couple of days ago I was moved under the crane and lifted out. Men started to jet wash my undersides but didn't get very far as I assume it was home time on a Friday. So I was left for a couple of days swinging in the slings.
My skipper arrived on Saturday and lowered the Marlec wind generator as it's height above the deck was stopping the beam of the crane from passing over head. He turned up again Monday night and I was still swaying about, it wasn't till Tuesday that I was finally moved into a cradle, where I assume I'll remain for a while. Both Skipper and crew came down to put me on shore power and set up both heaters and dehumidifier, keeping my insides warm & toasty. This week saw a scaffold tower erected around my rudder complete with some bubble wrap; the new ammeter wired in a while ago properly cut in to my instrument panel and at least one of the two anodes around my prop replaced.
The space where my oven was, has been steam cleaned and a new gas pipe fitted ready for the new oven to go in and be connected. All the soft furnishings in the cabins have been lifted and left so that air can circulate round them, although some have been removed to be stored elsewhere.
Part II
Well true to form the first weekend my skipper has free he's down complete with lots of tools and bits & pieces. Firstly he sets up a scaffold tower around my keel and secures a ladder to my side. Then he brings out the electric chisel or thin sanding belt tool and finishes off fitting the ammeter, followed by hoovering up sawdust it's created.
Then outcomes a steamer device and he sets to on the empty space where the cooker once was and proceeds to steam clean all the accumulated dirt that has stuck itself to the woodwork. With that done he inspects the fixed gas pipe and prepares the flexible one ready for fitting, it looks as though the old fitting will have to be cut off not easy as it's in the corner.
Moving to the master cabin heads he steam cleans the pan, the ceiling and floor attacking mould that over time has made its mark, but before it gets a chance to look nasty. Am sure it'll need several attempts before its all gone. With the open hatch blasting steam in to the colder air outside like winters chimney, a hose is passed down and rinses all around, but not before the filter of the floor (shower) pump is cleaned of the usual debris. The heads are pumped dry and the remaining water is removed to leave a glistening ceramic finish. The bed linen is removed and made ready to be taken off the boat and the mattresses are made in to a pyramid in order that air can circulate. Even the wardrobe is emptied of clothes that have been hanging in there for three seasons and hardly worn. Those too join the laundry bag.
The other two cabins are tidied, wiped down and hoovered out before stacking mattresses.
Am sure the new cooker wont be long before its fitted, but am intrigued as to why the scaffold we'll see !
Part III
Yep the shinny new cooker is in and plumbed in too, the old fitting had to be cut away not easy when its fitted in to a tight corner but the dremmel came in handy, although died in the end. A washing up liquid solution was used to ensure a leak free fitting and as there were no bubbles apparent and the replacement gas sensor likewise stayed silent the hob was left running for a while. This oven not only has a grill but is thermostatically controlled and comes with electronic ignition, not wired in but with its own AAA battery, which hasn't been tested yet.
Every afternoon for a series of 5-6 days my skipper returned the scaffold tower removed from round my rudder and re-errected, then proceeded to clean the remaining dried on weed and mud stained waterline from under my stern all along the starboard side. The other having been cleaned during my August travels. The tower was raised and then the whole of my gel coat along the stern was chemically cleaned, waxed and polished with the final buffing being carried out with an electrical orbital polisher I've not seen before. Each day he worked his way along the gel coat of the port side.
The last time I saw him it was a grey and much colder day than it had been for long time and rather than move around on the tower, he replaced both shot annodes (one was completely missing, believed fallen off), then continued to clean & polish up the brass folding prop until the both batteries of his cordless drill run out of steam.
Its been a few days now since then and I'm sure he'll be back soon.
Part IV
Both skipper and crew arrived on Sunday and immediately set to on my rudder, having cleaned it before, it was prepared to receive yet more Coppercoat. My skipper had arranged with the manufactures to supply him with an additional bag of copper filings and so with the resin mixed, it was liberally rolled on. This has been brought about when they had spotted in Weymouth, back in August, long trails of fine weed sailing in the tide.
Following that, the skipper removed the whole of the propeller this time and took it away for further cleaning & polishing. Unfortunately during the strong wind on Saturday the lazy jacks plastic O ring that failed during a gybe whilst heading in to Fowey back in August failed again, so my main sail whilst still remains in the bag is awkwardly hanging to one side of the boom ! Yet more work for the skipper to sort ?
Unfortunately having coated the rudder and after they had gone, the weather turned and started to rain. This kept the lower part of the exposed side of the rudder from going off and I think it'll have to either be redone or my skipper may decide that it'll be low enough in the water that it is unlikely weed will have enough sunlight to grow. See what happens the next time he arrives.
Part V
A few weeks have passed and my skipper has returned. Stainless steel O rings have replaced the top plastic ones, the rudder has been re-coated and rubbed down and a band of Coppercoat applied around the water line. My hull even took a bit of cleaning & polishing, but unfortunately the machine broke down before he went away.
I'm now back in the water and back on my pontoon, only Poly Agatha is here. I have a new shinny cooker complete with grill, thermostatically controlled oven and electronic ignition. Lets see what this season brings.
So now I know why I'm here in the Yacht Haven, a couple of days ago I was moved under the crane and lifted out. Men started to jet wash my undersides but didn't get very far as I assume it was home time on a Friday. So I was left for a couple of days swinging in the slings.
My skipper arrived on Saturday and lowered the Marlec wind generator as it's height above the deck was stopping the beam of the crane from passing over head. He turned up again Monday night and I was still swaying about, it wasn't till Tuesday that I was finally moved into a cradle, where I assume I'll remain for a while. Both Skipper and crew came down to put me on shore power and set up both heaters and dehumidifier, keeping my insides warm & toasty. This week saw a scaffold tower erected around my rudder complete with some bubble wrap; the new ammeter wired in a while ago properly cut in to my instrument panel and at least one of the two anodes around my prop replaced.
The space where my oven was, has been steam cleaned and a new gas pipe fitted ready for the new oven to go in and be connected. All the soft furnishings in the cabins have been lifted and left so that air can circulate round them, although some have been removed to be stored elsewhere.
Part II
Well true to form the first weekend my skipper has free he's down complete with lots of tools and bits & pieces. Firstly he sets up a scaffold tower around my keel and secures a ladder to my side. Then he brings out the electric chisel or thin sanding belt tool and finishes off fitting the ammeter, followed by hoovering up sawdust it's created.
Then outcomes a steamer device and he sets to on the empty space where the cooker once was and proceeds to steam clean all the accumulated dirt that has stuck itself to the woodwork. With that done he inspects the fixed gas pipe and prepares the flexible one ready for fitting, it looks as though the old fitting will have to be cut off not easy as it's in the corner.
Moving to the master cabin heads he steam cleans the pan, the ceiling and floor attacking mould that over time has made its mark, but before it gets a chance to look nasty. Am sure it'll need several attempts before its all gone. With the open hatch blasting steam in to the colder air outside like winters chimney, a hose is passed down and rinses all around, but not before the filter of the floor (shower) pump is cleaned of the usual debris. The heads are pumped dry and the remaining water is removed to leave a glistening ceramic finish. The bed linen is removed and made ready to be taken off the boat and the mattresses are made in to a pyramid in order that air can circulate. Even the wardrobe is emptied of clothes that have been hanging in there for three seasons and hardly worn. Those too join the laundry bag.
The other two cabins are tidied, wiped down and hoovered out before stacking mattresses.
Am sure the new cooker wont be long before its fitted, but am intrigued as to why the scaffold we'll see !
Part III
Yep the shinny new cooker is in and plumbed in too, the old fitting had to be cut away not easy when its fitted in to a tight corner but the dremmel came in handy, although died in the end. A washing up liquid solution was used to ensure a leak free fitting and as there were no bubbles apparent and the replacement gas sensor likewise stayed silent the hob was left running for a while. This oven not only has a grill but is thermostatically controlled and comes with electronic ignition, not wired in but with its own AAA battery, which hasn't been tested yet.
Every afternoon for a series of 5-6 days my skipper returned the scaffold tower removed from round my rudder and re-errected, then proceeded to clean the remaining dried on weed and mud stained waterline from under my stern all along the starboard side. The other having been cleaned during my August travels. The tower was raised and then the whole of my gel coat along the stern was chemically cleaned, waxed and polished with the final buffing being carried out with an electrical orbital polisher I've not seen before. Each day he worked his way along the gel coat of the port side.
The last time I saw him it was a grey and much colder day than it had been for long time and rather than move around on the tower, he replaced both shot annodes (one was completely missing, believed fallen off), then continued to clean & polish up the brass folding prop until the both batteries of his cordless drill run out of steam.
Its been a few days now since then and I'm sure he'll be back soon.
Part IV
Both skipper and crew arrived on Sunday and immediately set to on my rudder, having cleaned it before, it was prepared to receive yet more Coppercoat. My skipper had arranged with the manufactures to supply him with an additional bag of copper filings and so with the resin mixed, it was liberally rolled on. This has been brought about when they had spotted in Weymouth, back in August, long trails of fine weed sailing in the tide.
Following that, the skipper removed the whole of the propeller this time and took it away for further cleaning & polishing. Unfortunately during the strong wind on Saturday the lazy jacks plastic O ring that failed during a gybe whilst heading in to Fowey back in August failed again, so my main sail whilst still remains in the bag is awkwardly hanging to one side of the boom ! Yet more work for the skipper to sort ?
Unfortunately having coated the rudder and after they had gone, the weather turned and started to rain. This kept the lower part of the exposed side of the rudder from going off and I think it'll have to either be redone or my skipper may decide that it'll be low enough in the water that it is unlikely weed will have enough sunlight to grow. See what happens the next time he arrives.
Part V
A few weeks have passed and my skipper has returned. Stainless steel O rings have replaced the top plastic ones, the rudder has been re-coated and rubbed down and a band of Coppercoat applied around the water line. My hull even took a bit of cleaning & polishing, but unfortunately the machine broke down before he went away.
I'm now back in the water and back on my pontoon, only Poly Agatha is here. I have a new shinny cooker complete with grill, thermostatically controlled oven and electronic ignition. Lets see what this season brings.
Tuesday, 2 December 2014
Winter Warmers
Well since my month at sea with my skipper and crew, things have been pretty quite. I've been out a few days but apart from that nothing much.
My whole charging system has had an entire overhaul since my skipper worked out why it was I was chewing through my fan belts and all three of my charging systems, be it wind, shore or engine power, comes complete with an intelligent regulator. That ensures that all eight of my batteries not only get re-charged , they're subjected to a conditioning phase and a trickle (floating) charge. Apparently the science behind this is to prevent the build up of chemical deposit on the plates within each cell of my batteries and so keeping them fresh. Also my skipper has fitted an ammeter that measures to the nearest 0.1amp whether the batteries are discharging or charging. He can also interrogate it further such that he can enquire as to how long at the current rate of charge/discharge the batteries will be either fully re-charged or at the level when they need to be recharged. This will be useful when sailing long distances in light winds when the wind generator isn't capable of keeping tabs on demand and also at anchor, ensuring that there's enough power to keep the instruments on anchor watch etc., over night.
The new 100amp alternator and Balmar ARG-5 intelligent regulator has an additional two sensors to inform it of both battery and alternator temperatures, this ensures that the whole system is delivering the right amount of power at all times whilst the engine is running. When it is, a healthy charge rate of a 14.8v is seen once more. The faulty battery mate my skipper replaced whilst in Plymouth this year resolved the fan belt issue. This could all be down to the 3.5 tonnes of water I took on board during my passage down from Scotland all that time ago.
Weekend before last my skipper came down on his own and then disappeared as he heard cries for help and ended up pulling a fellow sailor out of the river a pontoon or two down river. Then proceeded to show his guests around me afterwards.
This weekend as twilight was settling in on Sunday, my crew arrived. My engine fired up and my lines made ready to slip. All my navigation lights and some cabin lights turned on. Where was I going, surely it was far to late to go sailing, the wind was northerly and varying in strength. Never the less with lines cast I was heading down stream. The inly black surface and lack of any other vessels in the river made for an eerie prospect. We came across The Craftsman the 60 foot + ketch that I share the pontoon with during the summer and I was swung in to the entrance of the north basin of Cowes Yacht Haven and before I knew it tied up to N5 pontoon. Although yet again the wind just caught my bow, but the lines prevented me from going to far before the bow thruster brought me back in to line and the remaining springs could be set.
Today the crew brought a new oven down and I assume this is where I'll be over winter.
My whole charging system has had an entire overhaul since my skipper worked out why it was I was chewing through my fan belts and all three of my charging systems, be it wind, shore or engine power, comes complete with an intelligent regulator. That ensures that all eight of my batteries not only get re-charged , they're subjected to a conditioning phase and a trickle (floating) charge. Apparently the science behind this is to prevent the build up of chemical deposit on the plates within each cell of my batteries and so keeping them fresh. Also my skipper has fitted an ammeter that measures to the nearest 0.1amp whether the batteries are discharging or charging. He can also interrogate it further such that he can enquire as to how long at the current rate of charge/discharge the batteries will be either fully re-charged or at the level when they need to be recharged. This will be useful when sailing long distances in light winds when the wind generator isn't capable of keeping tabs on demand and also at anchor, ensuring that there's enough power to keep the instruments on anchor watch etc., over night.
The new 100amp alternator and Balmar ARG-5 intelligent regulator has an additional two sensors to inform it of both battery and alternator temperatures, this ensures that the whole system is delivering the right amount of power at all times whilst the engine is running. When it is, a healthy charge rate of a 14.8v is seen once more. The faulty battery mate my skipper replaced whilst in Plymouth this year resolved the fan belt issue. This could all be down to the 3.5 tonnes of water I took on board during my passage down from Scotland all that time ago.
Weekend before last my skipper came down on his own and then disappeared as he heard cries for help and ended up pulling a fellow sailor out of the river a pontoon or two down river. Then proceeded to show his guests around me afterwards.
This weekend as twilight was settling in on Sunday, my crew arrived. My engine fired up and my lines made ready to slip. All my navigation lights and some cabin lights turned on. Where was I going, surely it was far to late to go sailing, the wind was northerly and varying in strength. Never the less with lines cast I was heading down stream. The inly black surface and lack of any other vessels in the river made for an eerie prospect. We came across The Craftsman the 60 foot + ketch that I share the pontoon with during the summer and I was swung in to the entrance of the north basin of Cowes Yacht Haven and before I knew it tied up to N5 pontoon. Although yet again the wind just caught my bow, but the lines prevented me from going to far before the bow thruster brought me back in to line and the remaining springs could be set.
Today the crew brought a new oven down and I assume this is where I'll be over winter.
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